Rail transit device for bogie deformation

Abstract

The utility model relates to the technical field of rail transit, and discloses a rail transit device for deformation of a bogie, which comprises movable joints fixed on two adjacent axles on the same side, and the movable joints and the corresponding axles form rotation pairs; the movable joint on one side faces inwards and is connected with a lead screw connector to form a rotation pair, and the lead screw connector is connected with a lead screw in a driving mode through a motor. The movable joint on the other side faces inwards and is connected with the rod connector to form a rotation pair, the rod connector is inwards provided with at least two parallel connecting rods, a fixing frame is fixedly arranged between the two connecting rods, a lead screw sliding block is fixedly arranged in the fixing frame, the lead screw rotates to drive the lead screw sliding block to do linear motion in the front-back direction, and the axle is pushed or pulled through the connecting rods. And the deformable bogie located above is driven to actively deform. The symmetrical layout of the double movable joints and the connecting rods converts linear motion of the lead screws into synchronous displacement of the two side shafts, meanwhile, the included angle between the front shaft and the rear shaft is allowed to be freely adjusted, and the active control technology avoids motion jamming.

Description

Technical Field

[0001] This utility model relates to the field of rail transit technology, and in particular to a rail transit device for bogie deformation. Background Technology

[0002] For over a century, Southeast Asia's railways have primarily used meter gauge. Currently, cooperation between China and Southeast Asian countries in railway development is becoming increasingly close. Meter gauge railways are typically used in mountainous areas, but due to planning and terrain limitations, mountain lines inevitably require more small-radius curves, a significant difference from railways laid on plains. This greatly restricts train speeds. Currently, increasing railway vehicle speeds is a major trend. Higher speeds when navigating curves lead to greater wheel-rail wear, lateral force on the wheel axle, and a higher derailment coefficient, posing considerable safety risks and increasing maintenance costs for both vehicles and lines. To further optimize the dynamic performance of railway vehicles when navigating curves and meet market demands, conventional bogies are no longer sufficient.

[0003] Therefore, actively controlled radial bogies have come into focus. These bogies can effectively reduce lateral forces on the axles and wheelset angle of attack, thereby mitigating wheel-rail wear, significantly reducing maintenance costs, and substantially improving driving safety and efficiency. Thus, improving the curve-passing capability of railway vehicles is the optimal choice for operating meter-gauge railways in mountainous areas of Southeast Asia. For railway vehicles, the bogie is undoubtedly a crucial component, playing vital roles in guidance, vibration damping, load bearing, and traction. Its suspension parameters and wheel-rail coordination directly affect the vehicle's dynamic performance. However, there is often a contradiction between the requirements for straight-line stability and curve-passing safety. For example, while increasing the primary longitudinal stiffness can improve the vehicle's high-speed straight-line operation, it also increases the wheelset's yaw constraint, leading to a larger wheelset angle of attack when passing curves, thus reducing curve-passing capability. In contrast, increasing the equivalent taper of the wheel tread can effectively improve curve-passing capability, thereby improving the vehicle's driving safety and reliability. However, at the same time, the vehicle's straight-line stability will deteriorate. Therefore, traditional bogies cannot effectively resolve this contradiction. When the curve radius is small, the radial guiding force of traditional bogie wheelsets is limited, causing the wheel flange to press against the rail, thus aggravating wear. Summary of the Invention

[0004] In order to overcome or alleviate one or more of the above technical problems, the purpose of this utility model is to provide a rail transit device for bogie deformation, which can actively control the deformation of the bogie and avoid motion jamming.

[0005] This utility model provides the following technical solution:

[0006] A rail transit device for bogie deformation includes movable joints fixed to two adjacent axles on the same side, each movable joint forming a slewing joint with the corresponding axle; one movable joint on one side is connected inward to a lead screw connector to form a slewing joint, the lead screw connector being driven by a motor to connect to a lead screw; the other movable joint on the other side is connected inward to a rod connector to form a slewing joint, the rod connector having at least two parallel connecting rods inward, a fixed frame fixed between the two connecting rods, and a lead screw slider fixed within the fixed frame; the rotation of the lead screw drives the lead screw slider to move linearly in the front-back direction, pushing or pulling the axle through the connecting rods, thereby causing the deformable bogie located above it to actively deform.

[0007] Preferably, the two rail transit devices for bogie deformation are symmetrically arranged on two adjacent axles.

[0008] Preferably, the two movable joints are symmetrically connected to two adjacent axles on the same side.

[0009] Preferably, the movable joint is fixed to two adjacent axles on the same side by a fixing ring.

[0010] Compared with the prior art, the present invention has the following beneficial effects:

[0011] Traditional bogies connect the axles to the car body via springs, relying on rail pressure on the wheels and the wheel's unique shape to achieve turning. This device, however, uses a simple mechanical structure to pull the axles to achieve turning, significantly improving the bogie's ability to navigate small-radius curves. Existing tracks, designed to accommodate existing bogies, typically have large turning radii, which is disadvantageous for railway construction in mountainous areas. Current steering strategies cause significant wheel wear. This mechanical device, acting as an active steering actuator, effectively reduces wheel-rail wear and lowers railway operating costs. Specifically:

[0012] 1. This utility model adopts a symmetrical layout of double movable joints and connecting rods, converting the linear motion of the lead screw into synchronous displacement of the two shafts, while allowing the front and rear shafts to freely adjust their included angle (such as during steering). This active control technology avoids motion jamming. Existing technology relies solely on wheel-rail compression to force the bogie through curves through wheel shape design. This steering method inevitably causes wear on the wheel and rail. This technology, however, achieves active deformation of the bogie, effectively reducing wheel-rail friction and alleviating wheel-rail wear.

[0013] 2. In order to ensure the vehicle's ability to pass curves while ensuring safe driving, this utility model adopts an effective measure in the curve design to improve the radial guiding capability of the wheelset by retracting the lead screw to change the included angle between the two shafts, so that the relative position of the front and rear wheelsets is suitable for entering the curve.

[0014] 3. This utility model, when applied to meter-gauge railways, effectively meets the requirements using active control technology; the active control radial bogie mode is suitable for mountain railways with numerous small-radius curves. By employing a radial auxiliary mechanism, the bogie can achieve suitable stiffness and damping parameters on straight sections.

[0015] 4. This invention provides a bogie with high stability and enhanced curve-passing capability, thereby significantly improving dynamic performance. Furthermore, the active control radial bogie design can greatly reduce lateral forces on the wheel axle, decrease the wheelset angle of attack, and thus reduce wheel-rail wear. Attached Figure Description

[0016] Figure 1 A perspective view of a rail transit device for bogie deformation provided in an embodiment of this utility model.

[0017] Figure 2 A front view of a rail transit device for bogie deformation provided in an embodiment of this utility model.

[0018] Figure 3 This is a schematic diagram showing the connection between the bogie and the rail transit device provided in this embodiment of the utility model.

[0019] In the picture:

[0020] First movable joint 1, lead screw connector 2, lead screw 3, fixed frame 4, connecting rod 5, rod connector 6, second movable joint 7, lead screw slider 8, fixed ring 9. Detailed Implementation

[0021] The present invention will now be described in detail with reference to the embodiments and accompanying drawings. However, it should be understood that the embodiments and accompanying drawings are for illustrative purposes only and do not constitute any limitation on the scope of protection of the present invention. All reasonable modifications and combinations that fall within the inventive spirit of the present invention are within the scope of protection of the present invention.

[0022] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," "outer," "front," and "rear," etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model; the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. In addition, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0023] The present invention will be further described below with reference to the accompanying drawings.

[0024] Example 1

[0025] like Figure 3 This embodiment provides a rail transit device for bogie deformation, which is installed below the deformable bogie as shown in the figure. The bogie body structure is H-shaped, with axle seats installed on both sides of the axle and fixed with retaining rings. Each axle seat is connected to the body structure by two springs. This structure allows the axle to move against the spring resistance, while the resistance generated by the springs ensures the stability of the axle during operation. It is located between adjacent axles on one side, such as... Figures 1-2 The device is symmetrical from left to right, and from left to right, it consists of a first movable joint 1, a lead screw connector 2, a lead screw 3, a fixed frame 4, a connecting rod 5, a rod connector 6, and a second movable joint 7. There are two movable joints, each located on one of the axles at both ends, and two connecting rods 5. The two movable joints are located on the same side of the axles of the front and rear wheels, forming a rotary joint with the axles and secured with a retaining ring 9. One side of the lead screw connector 2 is fixed to the motor of the lead screw 3 by screws, and the other side forms a rotary joint with the movable joint on the corresponding side. The fixed frame 4 also secures the two connecting rods 5 and the lead screw slider 8 with screws. One end of the rod connector 6 is fixed to the connecting rod 5 by screws, and the other end forms a rotary joint with the second movable joint 7.

[0026] The STM32 microcontroller and motor driver output control signals to the motor. The microcontroller has infrared remote control function, and the operator can control the lead screw 3 to extend or retract according to the left or right bending of the track.

[0027] When the lead screw 3 extends or retracts, the axles on both sides can be pulled or pushed simultaneously. At the same time, due to the rotary joints formed by the lead screw connector 2 and the rod connector 6 with the movable joint, the extension and retraction of the lead screw 3 will not be hindered by the change in the included angle between the front and rear axles.

[0028] The lead screw 3 is a transmission device that converts rotary motion into linear motion, mainly composed of a motor, a threaded rod, and a slider. The motor drives the threaded rod to rotate, and the slider moves axially through threaded engagement with the threaded rod (similar to the movement of a nut on a screw). The specially designed thread structure reduces friction and improves transmission efficiency. The linear motion of the lead screw and slider 8 pushes or pulls the axle through the connecting rod 5, thereby achieving the required linear displacement.

[0029] The lead screw and lead screw slider have telescopic capabilities. The lead screw motor drives the lead screw slider 8 to move towards the motor, which in turn moves the connecting rod 5, generating torque at the movable joint. This causes both sides of the rail transit device to rotate around the axle to a horizontal position and become taut. Subsequently, the lead screw slider 8 continues to move, and the device further contracts, creating a horizontal tension at the contact point between the movable joint and the axle. This tension overcomes the spring resistance and pushes one end of the axle to move. Because the other end of the axle is restricted by the spring, the axle rotates, ultimately achieving active deformation of the bogie. Elongation works similarly.

[0030] The difference between this embodiment and the prior art is that the device directly connects the two shafts, which makes the transmission continuity better and reduces the complexity of the device.

[0031] Example 2

[0032] This embodiment provides another implementation method, in which the rail transit device provided in Embodiment 1 can be installed on both sides of the axle at the same time. When running, one end retracts while the other end extends, so as to achieve a more precise shape control effect.

[0033] The above embodiments are merely preferred embodiments of this utility model, and the protection scope of this utility model is not limited to the above embodiments. All technical solutions falling within the scope of this utility model's concept are within its protection scope. It should be noted that improvements and modifications made by those skilled in the art without departing from the principle of this invention should also be considered within the protection scope of this utility model.

Claims

1. A rail transport system for bogie deformation, characterized by: It includes the movable joint fixed on the same side adjacent two axles, the movable joint forms the rotation pair with the corresponding axle; the movable joint of one side is connected with the screw connector and forms the rotation pair, the screw connector is driven by the motor and is connected with the screw rod; the movable joint of the other side is connected with the rod connector and forms the rotation pair, the rod connector is provided with at least two parallel connecting rods, the connecting rods are fixed between the two, the fixed frame is fixed in the fixed frame, the screw rod slide is fixed in the fixed frame, the screw rod rotates and drives the screw rod slide to move linearly in the front and back direction, the axle is pushed or pulled through the connecting rod, and the deformable bogie above is driven to deform actively.

2. The track transportation system for bogie transformation according to claim 1, characterized in that: Two rail transit devices for bogie deformation are symmetrically arranged on adjacent two axles.

3. A rail transport system for a bogie-transformable vehicle according to claim 1 or 2, characterized in that: Two movable joints are symmetrically connected on the same side adjacent two axles.

4. The track transportation system for bogie transformation according to any one of claims 1 to 3, characterized in that: The movable joint is fixed on the same side adjacent two axles through the fixed ring.

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